Apparatus for heating cars



(No Model.) 2 Sheets-Sheet 1.

J. B. SAGUE. APPARATUS FOR HEATING (JARS. No. 409,306. Patentegl Aug. 20, 1889.

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(No Model.) 2 Sheets-Sheet 2.

J. BSAGUE.

I APPARATUS FOR HEATING CARS.

No. 409,306. Patented Aug. 20, 1889..

UNITED STATES PATENT OFFICE.

JAMES E. SAGUE, OF BUFFALO, NEWV YORK.

APPARATU S FOR H EATING CARS.

SPECIFICATION forming part of Letters Patent No. 409,306, dated August 20, 18849. Application filed September 14:, 1888. Serial No. 285,396. (No model.)

To aZZ whom it may concern.-

Be it known that 1, JAMES E. SAGUE, of the city of Buitalo, in the county of Erie and State of New York, have invented a new and useful Improvement in Apparatus for the Heating of Cars, of which the following is a specification.

My invention relates to the heating of railway and other cars by means of direct radiation from a system of pipes arranged therein, such pipes being supplied with steam from a locomotive or other source, and more particularly to such systems as consist of two longitndinal pipes extending from end to end of the car upon each side thereof, one of such pipes being arranged over the other, and one or both of which may or may not have con nected with it spur-pipes extending under the seats.

My arrangement consists, in general, of a double system of steam-pipes on each car, composed upon each side of the car of two main pipes running longitudinally through the car and being connected together at each end of the car by fittings, a cross-pipe at one end of the car connecting the two systems together and to the main supply-pipe for the admission of steam, and another cross-pipe connecting the two systems at a point about two-thirds of the way from the end of the car at which the steam is admitted, for the purpose of conducting the water of condensation to the steam-trap situated under the car between the trucks, the lower of the main longitudinal pipes upon each side being inclined from each end of the car, but unequally, toward the steam-trap connection.

The objects of the invention are equalization of circulation of steam in the pipes, so that all parts may heat up equally, the providing of better drainage for the water of condensation and avoiding the danger of freezing and bursting of the pipes, equalization of heat in a car, convenience of manipulation, and simplification of the system of pipes.

In the accompanying drawings, in which the same characters indicate the same parts, Figure 1 is a longitudinal vertical section of the car on line at 00 of Fig. 2, showing the series of pipes upon one side. Fig. 2 is atop View of the series of pipes on both sides of the car and their connections. Fig. 3 is a vertical transverse section atthc end of the car, line y y, Fig. 2, showing the cross-pipe by which the steam enters and is conducted to the systems upon each side. Fig. 4 is a similar vertical transverse section, line a z of Fig. 2, showing the cross-over pipe connecting the system upon each side to the steam-trap. Fig.

5 is an elevation at one end of car, line :10 00', Fig. 2, showing the connection of the steamsupply pipe and the system upon each side. Figs. 6 and 7 are respectively a transverse section and elevation of the fittings from which the steam enters the longitudinal pipes.

A is the main steam-supply pipe, designed to be connected between cars by suitable couplings, and to conductthe steam from the locomotive or other source of supply to each car. It is shown in the drawings as beneath the fioor and between sills, but may have any suitable position inside or out of the car. The system of longitudinal piping consists of two pipes D and E, situated beneath the seats, one above the other.

C is the cross-over pipe by which steam is admitted through the valve B into each system.

L is the crossover pipe by which the water of condensation is conducted from each system to the steam-trap or drainage-outlet P. The cross-over pipe L is connected to the pipe E upon each side by means of the fittings L. The drainage-outlet P consists of an ordinary steam-trap of an y suitable construction,which allows the water of condensation to pass through without allowing the body of the steam. Spur-pipes N may or may not be added to the system to increase or distribute the radiaiing-surface. In the drawingsthey are shown as connected to or forming a part of the pipe E. They are merely closed pipes, open to the pipe E and closed at the other end.

A U-shaped section F may be placed in the pipe E to make the connection of the double line of piping easier, and also allow for the difference of expansion between the two lines.

The pipes D and E upon each side have open connection with each other atboth ends of the car by means of the fittings G and G. The cross-over or admission pipe 0 delivers the steam into the fitting G, whence it passes by two courses D and E to the drainage-outlet. The pipe D may be made almost or quite parallel to the floor of the car. The point at which the lower pipe E is made to connect with the cross-pipe L for connection with the drainage-outlet P is placed nearer to the fitting G than the fitting G-i. e., neither at the center of the car longitudinally nor at the end G, but between them-say about two-thirds 0r three-quarters of the way down the car from the fitting G.. The pipe E is inclined from both ends of the car toward the connection L to the drainage-outlet. That part of the pipe E to the right of the connection L, Fig. 1, is thereby given a greater inclination than the other portion of the pipe E. The object of this is that while both the pipes D and E may still be arranged under the seats, which is the most convenient place for them, that part of the pipe E to the right of the connection L will have sufficient inclination to overcome any counter inclination caused by the car standing upon a grade. To get such an inclination in that part of the pipe E is necessary, because there is no other drainage for it than through the drainage-outlet P. The cross-pipe O is inclined toward the main supply-pipe A. The cross-pipe L toward the drainage-outlet P. The advantage of this great inclination in the smaller section of the pipe relates to the case where the car is uncoupled and left standing upon a grade. If the drainage-outlet P were placed at the center of the car, it would then be difficult, if not impossible, to get sufficient inclination in that part of the pipe E which lies to the right of the connection L in order to overcome every grade, and therefore the water of condensation might be caught in that part of the pipe E and cause it to burst; but by placing the drainage-outlet about two-thirds of the way down sufficient inclination may be obtained in that part of the pipe E to overcome any grade. The other part of the pipe E having drainage either way takes care'of itself without reference to the grade upon which the car may be left. If it is left inclining toward the admission-pipe C, it drains through the coupling with the next car, the cars being then uncoupled.

The air in the pipes when the steam is first turned on would pass off through the steamtrap P. The valve U, leading to the outlet U, Fig. 1, is designed to be shut ordinarily, and would be opened only when the steam is first turned on, in order to allow the air to blow off quickly instead of through the steamtrap P. In the cross-pipe L, at the place where it connects with the pipe R leading to the drainage-outlet, is a valve T, which, being turned down upon its seat, closes the outlet to the steam-trap P, thus keeping the water of condensation within the pipes whenever desired, such, for instance, as at stations. The exact point toward which the pipe is to be inclined, which of course determines the respective lengths of the two sections of the pipe E, depends, of course, upon the relative distances along the two courses from the ad mission-pipes D and E to the outlet, and upon the relative sizes of such radiating-pipes and the relative sizes of the steam-inlet to such radiating-pipes D and E; but it is often necessary to vary the exact position of the drainage-outlet under the car, on account of the various other fixtures there; but the size of the pipes and the lengths of these two courses in any given car are necessarily fixed in order to obtain a given supply of heat. The position of the drainage-outlet may therefore be Varied by varying the relative sizes of the steam-inlet to the pipes D and E-that is, by

throttling one of them-for instance, making the inlet for steam from the fitting G to the pipe E of smaller diameter than the corresponding inlet to the other pipe D. (See E and D, Fig. 7.)

The valves H, I, J, and K are provided in pipes D and E, in order to allow parts of the piping to be shut off in mild weather. The best arrangement would be to shut off valves H and I in the system on one side of the car and J and K in the system on. the other side to equalize the heating. The valves K and I are not absolutely essential, for if the valve H were closed and I remained open the steam coming through the pipe E would not pass much beyond the drainage-outlet on account of the resistance of the air. The valves J and K near the drainage-outlet, if used, are best made with drip to allow free communication between the outer air and the portion of the pipecut-off when the valve is closed, thus allowing leakage to escape. I

I know that systems of car-heating having longitudinal pipes extending through the car, to which pipes the steam is admitted at one end of the car, have been heretofore used. The advantage of admitting the steam at the ends of the two pipes together, instead of to the upper one at the center of the car, is that it causes the heating and expansion of the upper and lower pipes D and E to go on equally, and thus avoid the danger of bursting by difference of expansion in the two lines of pipes. It has been found that where the steam enters at the center of the pipe D thereis great danger of bursting some part of the pipe E, since it does not heat up right away, or of bursting the fitting L.

Another advantage of admitting steam at the ends of the longitudinal pipes, rather than at the center of the upper one, relates to drainage when the car is uncoupled and left on a grade. here the steam is admitted to the center of the upper pipe, there being but one drainage-outlet, there must be one section of the lower pipe which may have its inclination overcome by a grade, and from which there is therefore no drainage; but with the steam being taken at the end the admission-pipe 0 serves as a second drainageoutlet when the cars are uncoupled, and so the drainage of bot-h sections of the lower pipe is provided for.

I know, also, that it is not new to have the drainage -outlet either at the end or at the center of the car; but I do not know of any prior system having the admission for the steam to the longitudinal pipes at one end of the car and at the same time having that section of the lower pipe which is farthest from the admission of suffi cient inclination to overcome any but extraordinary grades. The same advantage as to drainage and as to equal expansion would be obtained if the admission were at one end and the drainage at the other; but this, 011 account of the trucks, &c., is impracticable, if not impossible.

A still further advantage of having the drainage-connection situated near the end of the car farthest from the admission rather than at the center is that it allows of a better equalization of heat in the car when some portion of the pipes D and E are shut off. Thus when the valves J and K are closed the heat of the car is much better equalized than if the drainage-connection L were either at the farther end of the ear or at the center, for the reason that that part of the radiating-pipe D which is nearer the steam-distributing fitting G being hotter than its other extremity, this is compensated for by the open portion of the pipe E. It is found that the equalization of heat is best throughout the car when the colder extremityof the distributing-pipe is in this way doubled for about one-third of its length.

The fitting G at the end of the car has its inlet from the cross-pipe C placed about in the center line of the lower radiating-pipe E. This is shown in Fig. 7, M being the inlet from the pipe 0, having its lower edge 'm about on a line with the center of the opening E into the lower radiating pipe E. The object of this is to lessen the danger of freezing and bursting of the pipes in case the car is left standing on a grade where the inclination of the pipe E is overcome. This has no effect when the grade is such that the pipe E can drain through the drainageoutlet, but only when that inclination is overcome; but it the inclination of the pipe E is overcome, so that the drainage must be through the valve B, and the valve B should by accident rema n closed, then, if the lower edge on were on a level with or below the lower edge of the opening E, the water in the longitudinal pipes would ordinarily fill the pipe 0 (it being a small one) and cause it to burst; but, on the other hand, with the edge m at the center of the openingE the pipe 0 could not fill up until the pipe E had become more than halffull, which would not occur under ordinary circumstances.

I claim as my invention 1. In a system of steam heating for cars, the combination of two main radiating-pipes extending longitudinally through the car at the side thereof-one arranged above the otherfittings by which the upper and lower main pipes are connected to each other at each end of the car, an admission-pipe leading from the source of supply and joined to one of such fittings at or near the bottom thereof, and having the steam-admission valve situated at one end of the car, and a drainage-outlet for the water of condensation connected with the lower of the longitudinal pipes at a point situated between the center of the car longitudinally and the end at which the steam is not admitted, the lower of the main radiatingpipes being made to incline from both ends of the car toward the drainage-connection, substantially as and for the purpose described.

2. In a system of steam heating for cars, the combination of two main radiating-pipes extending longitudinally through the car, fittings connecting such main radiating-pipes together at each end of the car, an admission-pipe joined to one of such fittings and admitting steam thereto at one end of the car, and a drainage-outlet connecting with the lower of such radiating-pipes, the inlet for steam to such lower radiatin g-pipe being made smaller than the inlet to the other radiatingpipe to allow of the drainage-outlet being placed at the most convenient point between the two ends of the car, substantially as and for the purpose described.

3. In a system of steam heating for cars, the combination of two main radiating-pipes extending longitudinally through the car, the lower one thereof being inclined from each end of the car toward the drainage-outlet, fittings connecting such main radiating pipes at each end of the car, a main admission-pipe opening into one of such fittings at such point that the lower edge of the opening by which the admission-pipe connects with the fitting is about 011 a line with the center of the opening from such fitting into the lower longitudinal pipe, and a drainage outlet situated between the center of the car longitudinally and the other end of the car from that at which the steanrdistributing fitting is sit-uated, substantially as and for the purpose described.

In witness whereof I have hereunto set my hand, this 12th day of September, 1888, in the presence of two witnesses. 1

JAMES E. SAGUE.

it-messes:

Tnos. J. Biron, Jr., FRED L. WALKER. 

